Pneumatic motor vehicle seat with stabilized static height

ABSTRACT

A pneumatic motor vehicle seat, whose static height is held constant independently of the weight of the respective seat occupant. The inventive device provides a magnetically actuated air valve (16) which is enclosed 20 in a plastic valve housing for aerating and deaerating the pneumatic valve. The air valve is controlled by an external permanent magnet and according operates, quietly, cleanly and with little wear. Also a motor vehicle seat includes an integrated height adjustment mechanism, comprising a control system which automatically and simultaneously dampens the vehicle seat vibrations to a maximum, whilst the static height is being adjusted.

BACKGROUND OF THE INVENTION

The invention relates to a motor vehicle seat supported so as to be ableto vibrate by means of a mechanical vibration system and a pneumaticspring having the characteristic features of the preamble of claim 1 forholding the static height of the motor vehicle seat constantindependently of the weight of the respective seat occupant.

Motor vehicle seats of this type are known from DE 27 53 105 C2 filed bythe applicant. They operate with a control cam whose end-side triggercams mount the valve plunger of an aerating valve dependent on thevibration travel when the vibration travel of the vibration systemexceeds a level deemed acceptable above or below the motor vehicleseat's static height to be held constant. The air pressure in thepneumatic spring decreases or increases accordingly. When the respectivevibration travel reverses its motion and shortly before reaching thestatic height to be held constant the respective open valve is closedagain in that the trigger cam of the control cam is pulled down againfrom the valve plunger by the trigger cam.

In order to achieve such varying distances between the vibration travelswitch positions and the constant static height when opening and closingthe valves,the motor vehicle seat known in the art operates with aso-called trailing control cam, where a driving pin mounted on a rod ofthe scissors-type rod vibration system first has to pass a certaintrailing distance in a trailing distance recess of the control cam afterthe respective vibration has reversed its motion until it stops at theend of the trailing distance recess and is able to pull down the triggercam of the control cam from the valve plunger of the valve.

The invention is based on the above state of the art. One objective ofthis invention is to reduce the problems of noise and wear related tothis kind of trailing control system.

Also, previously the seats always had the disadvantage that the seatswere able to freely vibrate upward from the respectively set staticheight up to the limit stop. This means that the upper part of the seat,including the driver, is able to vibrate up to said upper limit stop,for example when the driver gets up. With a height adjustment range of100 mm, for example, and a vibration travel of +/−40 mm, for example,this could mean an upward vibration of up to 140 mm in the lowest heightadjustment position. One potential consequence is that the driver ishampered when he exits the vehicle.

Therefore, another objective of the invention is to provide a motorvehicle seat in which the maximum vibration is adjustable so as toprevent the above disadvantages.

Noise problems in the known trailing control systems are primarilycaused by the driving pin mounted on the vibration system striking theends of the trailing distance recess of the control cam and also by thetrigger cams of the control cam striking the plunger of the valvesbefore they are able to mount said valve plungers. Said striking noisesintensify as the trailing control cam gets dirtier and thus moves moresluggishly.

The problems of wear in the known trailing control cams are primarilyrelated to the trigger cams of the control cam and the valve plungers ofthe valves and have increased in recent years because the on-boardcompressed air systems of the motor vehicles which also supplycompressed air to the pneumatic spring of the motor vehicle seatincreasingly operate at a higher pressure level.

SUMMARY OF THE INVENTION

To solve the problem of reducing noise and wear in trailing controlsystems it is proposed in accordance with the invention to omit in amotor vehicle seat operating according to the method of DE 27 53 105 C2for holding the static height constant the above mechanical trailingcontrol cam with said valves and instead using valves and a controlsystem which are characterized in that the valves each have a stoppingdevice (for example in the form of a cylinder piston, a ball, or thelike), which lifts off of its valve seat for opening the valve againstthe force of a closing spring, where the stopping device consists of aferromagnetic material and is disposed in a plastic valve housing andwhere the control system for opening the valves consists of a controllever or a control carriage with a permanent magnet that approaches thestopping device of the aerating valve non-contacting dependent on thevibration travel in such a way that the respective stopping device inthe open valve position has a distance from the permanent magnet whichis shorter, yet non-contacting, by the lifting motion of the stoppingdevice from its valve seat.

The inventive solution offers considerable advantages.

For one, by using a permanent magnet positioned in a pivoting controllever or a shifting control carriage the stopping device of an aeratingvalve or a deaerating valve can be actuated without requiring anymechanical contact between said components for this purpose.

Thus, the problem of wear between said components is prevented. Theproposal of installing a permanent magnet in the control lever orcontrol carriage suggests itself because no power supply lines have tobe installed in the moving parts as would be the case if a similarlyacting magnetic field were to be provided by means of current-carryingelectrical conductors, which is also feasible, in principle.

The strength of the magnetic field is not affected by a valve housing,which, according to the theory of the invention, consists of plastic,but it is affected by the ferromagnetic material of which the stoppingdevices of the valves have to be made. Said materials provide aconsiderable field-strengthening effect for the magnetic field. Themagnetic field acts as a pulling force both on the opposite polesurfaces of the permanent magnet and on the respective stopping device,which force also depends, among others, on the distance between thepermanent magnet and the stopping device.

The above physical facts are employed by the theory of the invention inthat in the open valve position the respective stopping device has adistance from the permanent magnet which is shorter by the liftingmotion of the stopping device from its valve seat. Then the magneticattractive powers are higher with the result that the valve will be heldlonger in its open position when the control lever or control carriagewith the permanent magnet is moved away from the stopping device of thevalve dependent on the vibration travel. In other words, the point intime of closing the valve “trails” relative to the motion of thepermanent magnet which is controlled by the vibration travel similar tothe state of the art with the mechanical trailing control cam, buthaving the very substantial advantage that said trailing process inaccordance with the theory of the invention is now non-contacting andthus results in less wear and less noise.

An especially suitable practical embodiment of the invention is proposedwhich is characterized in that both valves (aerating valve anddeaerating valve) are housed in a common plastic valve housing (as isbasically known in the art) and that they are oriented relative to eachother such that their respective stopping devices perform liftingmotions off of their respective valve seats which are parallel andoriented in the same direction. The common plastic valve housing isintended to largely hermetically seal the valve parts against externaleffects, pollution and the like, and the permanent magnet should bemounted on a pivoted lever which is disposed so as to pivot on anexternal wall surface of the valve housing and, in dependence of thevibration travel, causes the permanent magnet on the external wallsurface of the valve housing and transversely to the lifting motions ofthe stopping devices to approach the respective stopping devices suchthat in the final stage of approaching the pole surface of the permanentmagnet is plane-parallel opposite and at a distance of the preferablyplane bottom area of the stopping device.

With the inventive solution of holding the static height of a motorvehicle seat constant an integrated height adjustment for the vibrationsystem can be combined easily and cost-effectively, which, in accordancewith claim 3 of this invention, is characterized in that the valvehousing is mounted so as to turn about an axis at the crossing point ofa scissors-type rod vibrating system and that the precise turningposition of the valve housing can be adjusted and set by means of aBowden cable mounted on the scissors-type rod and on the valve housing,which can be tension and/or pressure loaded. It is also preferable thatthe turning position of the valve housing is electrically adjustable,preferably by means of a servomotor which is actuated by means of apotentiometer, for example. This advantageously also allows theimplementation of memory effects in the seat, i.e. pre-defined seatparameters can be stored and recalled.

The second objective of this invention, namely providing a motor vehicleseat where the maximum seat vibration is adjustable, is achieved inaccordance with the invention based on the associated claim 4.Advantageous embodiments are provided in the respective sub-claims.

Accordingly, this invention provides a motor vehicle seat with anintegrated static height adjustment mechanism comprising a controlsystem with which a constant maximum vibration of the motor vehicle seatis adjustable automatically and simultaneously with the static heightadjustment.

Said control system corresponds to a traveling height limit stop andensures a constant maximum seat vibration at any height position or aconstant free seat vibration travel upward or downward or especiallypreferably both upward and downward. This means that regardless of theheight position at which the motor vehicle seat is set a determinableconstant seat vibration from said height position setting van beadjusted or controlled by means of the control system. This prevents themotor vehicle seat from being able to vibrate freely upward or downwardfrom the set height position to the limit stop and thus could hamper thedriver, for example in exiting the vehicle. The traveling height limitstop ensures that while the motor vehicle seat provides a certaincomfortable springiness for the driver, which is necessary, for examplewhen passing over an uneven surface or a bump in the road, it alsoprevents the vibration coupled with the suspension from being so strongthat it is uncomfortable or inconvenient for the driver.

In a preferred embodiment of the seat of the invention the controlsystem has at least an eccenter and a catch lever where the eccenter andcatch lever are movable relative to each other dependent on the seatvibration up to a certain limit stop position and interact such that aconstant maximum seat vibration is adjustable simultaneously andautomatically with every height position adjustment. Especiallypreferably the maximum absolute vibration path is defined by theconstant maximum vibration path via the height setting.

The eccenter is equivalent to a circular disk, preferably a circulardisk whose circumference has a toothed surface, at least in part. Saidcircular disk is positioned outside the center of the circle. It ispreferably disposed so as to turn at the center bearing point of theseat's vibration system. A toothed ring is preferably disposed on theeccenter which is also disposed so as to turn in the center bearingpoint and which is firmly connected with the eccenter.

The catch lever is disposed so as to move between the inside and outsidescissors of the seat's vibration system and it preferably also has atoothed surface, at least in part.

In the home position of the motor vehicle seat the eccenter and thecatch lever have a certain adjustable distance from each other whereadvantageously the respective toothed areas on the eccenter and thecatch lever are opposite.

When the vibration system of the motor vehicle seat springs upward, forexample, because of a bump in the road, for example,a relative motionbetween the catch lever and the eccenter takes place. When the motorvehicle seat vibrates the angle between the inside and outside scissorsof the seat's vibration system changes, i.e. when the motor vehicle seatvibrates upward the angle becomes larger accompanied by a motion of thecatch lever disposed on the inside and outside scissors in the directiontoward the eccenter. This means that as the vibration of the motorvehicle seat from its home position increases the angle between theinside and outside scissors of the seat's vibration system continues toincrease and consequently the distance between the catch lever and theeccenter decreases accordingly. At a certain vibration level a limitstop position is reached at which the catch lever and the eccenter meet,preferably with their respective toothed areas, and thus stop the motorvehicle seat from vibrating further.

In order to change the static height adjustment of the vibration systemwhile holding the maximum seat vibration constant, the eccenter on thecenter bearing point is radially adjusted simultaneously andautomatically with the static height adjustment such that this resultsin another stop limit, which is adapted to the respective heightadjustment, on the toothed eccenter area so that the distance betweenthe catch lever and the eccenter, and thus the maximum vibration, remainconstant. This means that the same maximum vibration and the same freeupward vibration path have been realized for every height positionadjustment. In other words, the adjustment of the motor vehicle seat'sstatic height corresponds to a respective adjutment of the angle betweenthe inside and outsides scissors of the seat's vibration system. Asexplained above, however, this is accompanied by a motion of the catchlever disposed thereon relative to the eccenter, which means that thedistance between the catch lever and the eccenter would initially bechanged. In order to ensure a constant height limit stop, however, thedistance between the catch lever and the eccenter has to be the same atevery height position of the seat. This is achieved by the invention inthat the eccenter is turned in accordance with the relative motion ofthe catch lever at every new height position adjustment such that thedistance between the catch lever and the eccenter remains constant. Thisis made possible by positioning the eccenter outside the center of thecircle.

In a preferred embodiment of the motor vehicle seat the automatic andsimultaneous adjustment of the eccenter relative to each new staticheight adjustment of the motor vehicle seat is made by means of a gear,preferably by means of a two-stage gear.

The two-stage gear preferably consists of a first tooth lever and asecond tooth lever. The first tooth lever is preferably firmly connectedwith the air valve, which is also disposed so as to turn on the centerbearing point. The second tooth lever is disposed so as to turn on theinside scissors. The latter serve for the necessary transmission of thevarying rotational angle between the air valve and the eccenter when thestatic height is adjusted. Therefore, the second tooth lever has twotoothed rings disposed one above the other and firmly connected, wherethe diameter of the toothed rings is selected based on the desired orrequired transmission. The eccenter, the first and second toothed leversare disposed relative to each other such that the toothed ring of thefirst tooth lever engages in one of the two toothed rings of the secondtooth lever while the toothed ring disposed on the eccenter engages inthe other of the two toothed rings of the second toothed lever.

As explained above, every time the height of the motor vehicle seat isadjusted the angle between the inside and outside scissors of thevibrating system changes accordingly as a result of a change in theposition of the height adjustment valve.

This is accompanied by a turn of the first tooth lever on which theBowden cable also engages. Because of the interlocking, said turn of thefirst tooth lever causes the second tooth lever to turn which, againbecause of the respective engaging tooth rings, causes the eccenter toturn. The necessary transmission is determined by selecting the toothring diameters, namely the angle about which the eccenter has to beturned so that the distance between the eccenter and the catch leverremains constant at a certain height adjustment.

The valve setting angle is preferably between 15° and 50°, especiallypreferably between 30 and 40°, particularly preferably between 33 and37°. The setting angle of the tooth lever 2 is preferably between 50 and140°, preferably between 70 and 110°, especially preferably 90°, and thesetting angle of the eccenter is preferably between 100 and 210°,especially preferably between 130 and 190°, particularly preferablybetween 165 and 175°. The ratio between the valve and the eccenter thusachieved is defined by the preselected setting angles and is especiallypreferably approx. 1:4.7.

BRIEF DESCRIPTION OF THE DRAWINGS

An exemplary embodiment of the invention will be discussed below in moredetail based on the drawings, as follows:

FIGS. 1 to 4 show the new air valve in various control lever pivotingpositions with the respectively associated valve positions.

FIGS. 5 and 6 are simplified side views of a scissors-type rod vibratingsystem with the new air valve.

FIGS. 7 to 9 show simplified side views of a motor vehicle seat with acontrol system of the invention for automatically adjusting a maximumvibration of the motor vehicle seat.

DETAILED DESCRIPTION OF THE EMBODIMENT

FIG. 5 shows a simplified side view of a scissors-type rod vibrationsystem for motor EMS A vehicle seats as is known in the art. Each of thescissors-type rods 10 and 11 is disposed by means of a fixed bearing 12and 13 on the left side of the drawing and by means of a movable bearing(= horizontal shifting bearing 14 and 15) on the right side of thedrawing on or in the seat frame and on or in the floor frame of themotor vehicle seat. The vibration system further comprises a pneumaticspring (not shown as it is known in the art) that supports the vibrationsystem so as to be able to vibrate and whose pneumatic spring internalpressure is controlled by aerating (= increasing the air pressure) andby deaerating (= decreasing the air pressure) such that the motorvehicle seat vibrates by a predefined static height regardless of theweight of the respective seat occupant, i.e. the static height remainsconstant.

In order to automatically hold the static height constant the so-calledair valve 16 is used (see FIG. 5) in whose plastic housing an aeratingvalve and a deaerating valve are integrated as described in more detailbelow by means of FIGS. 1 to 4. The aerating valve is connected via thecompressed air line A shown in FIG. 5 with the pneumatic spring and viathe compressed air line P with the on-board compressed air supply systemof the vehicle.

The air valve 16 sits on the axis 17 at the crossing point of thescissors-type rod vibrating system and is able to turn about said axis.According to claim 3 of this invention, a Bowden cable 30 is providedfor this purpose which engages on the air valve 16 on one side and onthe other side it is attached to the scissors-type rod 11. The Bowdencable can be tension and/or pressure loaded so that the precise turningposition of the air valve can be adjusted and set by means of the Bowdencable.

A control lever (pivoted lever 18) is disposed on the air valve 16 bymeans of which the aerating and deaerating valves integrated in the airvalve are controlled as described below in more detail by means of FIGS.1 to 4. The control lever 18 is moved in dependence of the vibrationtravel by means of a driving pin 19 which is mounted on thescissors-type rod 10 of the vibration system.

When the precise turning position of the air valve 16 relative to thedriving pin 19 of the vibration system is changed by means of the Bowdencable 30 then the static height of the motor vehicle seat by which theseat is supposed to vibrate will change. This is made more evident by acomparison between FIGS. 5 and 6. In FIG. 5, the static height of themotor vehicle seat is at an upper height position H₅ and in FIG. 6 thestatic height is at a lower height position H₆.

Such integrated height adjustment options for the vibration system of amotor vehicle seat were designed previously in combination with theknown trailing control cams (see DE 33 33 604 A1 filed by theapplicant), however, they required considerably more effort and weremuch more susceptible to breaking down. The newly proposed solution withthe Bowden cable adjustment for the new air valve 16 relative to thedriving pin 19 of the vibration system is convincingly simple and highlyreliable.

FIGS. 1 to 4 illustrate the new air valve with the control lever 18 inmore detail. The control lever is mounted so as to pivot on the pivotingpin 20 on the external wall surface 21 of the valve housing for the airvalve, as shown by FIG. 4 in connection with FIGS. 1a, 2 a and 3 a. Inthe bottom part of the control lever the permanent magnet 22 is disposedsunk-in. Its pole surface moves closely but virtually non-contactingover the external wall surface 21 of the valve housing.

FIGS. 1a, 2 a and 3 a show the three fundamental pivoting positions ofthe control lever, namely in FIG. 1a the center position of the controllever at the static height of the motor vehicle seat and in which boththe aerating valve and the deaerating valve are closed. In FIG. 2a thecontrol lever is in a pivoted position in which the aerating valve isopen, and FIG. 3a shows the pivoted position of the control lever wherethe deaerating valve is open.

A cross-sectional view as per FIGS. 1b, 2 b and 3 b is associated witheach of FIGS. 1a, 2 a and 3 a, corresponding to a cross-section throughthe sectional planes I—I, II—II and III—III, respectively, in FIGS. 1a,2 a and 3 a. Said cross-sections show the respective valve positions.

In FIG. 1b the permanent magnet 22 is in its center position. Bothstopping devices 23 and 24 are not or only marginally covered by themagnetic field of the permanent magnet so that both the aerating valveformed by the stopping device 23 with its associated valve seat 25, andthe deaerating valve formed by the stopping device 24 with the valveseat 26 are closed by means of their respective closing springs 27 and28.

In FIG. 2b the control lever 18 with the permanent magnet 22 is in itsleft-side pivoting position so that the ferromagnetic stopping device 23is covered by the magnetic field of the permanent magnet and acts so asto strengthen the field. The force resulting from the higher magneticflux density pulls the stopping device 23 off of its valve seat 25against the force of the closing spring 27 so that the aerating valve23/25 is open and compressed air is able to escape from the pneumaticspring via the compressed air connection A and the outflow boring E.

In FIG. 3b the aerating valve 23/25 is closed and the permanent magnet22 is in front of the stopping device 24 of the deaerating valve 24/26.Accordingly, the deaerating valve 24/26 is open and compressed air fromthe on-board network of the motor vehicle passes via the compressed airconnection P and the bypass line 29 into the compressed air line A tothe pneumatic spring.

The cross-sections of the various valve positions in FIGS. 1b, 2 b and 3b illustrate the compact and largely hermetically sealed arrangement ofall valve components in the common plastic valve housing. The valves insaid enclosed configuration operate very quietly, cleanly and smoothly.The permanent magnet moving outside the sealed valve housing has nomechanical contact with the valve components. Therefore, the problems ofwear between the control lever and the valve components are prevented.

FIG. 7 shows a side view of a scissors-type rod vibrating system formotor vehicles where the vibration system comprises a control systemaccording to the invention with which the maximum vibration of the motorvehicle seat is adjustable automatically and simultaneously with thestatic height adjustment.

In the preferred embodiment of the invention shown here the controlsystem consists of an adjustable eccenter 40 and a catch lever 45. Theeccenter 40 is mounted so as to turn on the cross bearing point 41 ofthe vibration system. The catch lever 45 is also movable and preferablydisposed between the inside scissors 10 and the outside scissors 11 ofthe vibration system. When the vibration system vibrates upward, forexample because of a bump in the road, this causes a relative motionsimultaneously and automatically between the catch lever 45 and theeccenter 40. This then causes a toothed area 46 of the catch lever 45 tostrike against an area 42 of the eccenter 40 which is also toothed,thereby reaching the maximum vibration.

FIG. 8 shows a side view of a scissors-type rod vibration system ofanother motor vehicle seat of the invention with the control system ofthe invention. Said control system also comprises an adjustable eccenter40 and a catch lever 45.

Furthermore, the control system comprises a two-stage gear 50 consistingof a first tooth lever 51 and a second tooth lever 52.

By means of the two-stage gear 50 the eccenter 40 can be adjusted to thecross bearing point 41. Depending on the static height adjustment it isnecessary to adjust the eccenter 40 accordingly so as to achieve thatthe maximum vibration of the motor vehicle seat is constant at everyheight adjustment.

The first tooth lever 51 is firmly connected with the air valve 16 whichis also disposed so as to turn on the cross bearing point 41. The secondtooth lever 52 is disposed so as to turn on the inside scissors 10 andserves for the required transmission of the various rotational anglesbetween the air valve 16 and the eccenter 40 when the static height isadjusted. The second tooth lever 52 comprises two toothed rings havingdifferent diameters disposed one above the other. One of the two toothedrings is disposed relative to the first tooth lever 51 such that itengages in its teeth. When the static height of the motor vehicle seatis changed the first tooth lever 51, which is disposed so as to turn, isturned simultaneously. Because the first tooth lever 51 is interlockedwith one of the two toothed rings on the second tooth lever 52 thesecond tooth lever 52 also turns simultaneously. Said turn, againbecause of the interlocking of the other of the two toothed rings on thesecond tooth lever 52 with the toothed ring 47 disposed on the eccenter40 and firmly connected with the eccenter, causes the eccenter to turnaccordingly.

This results in a limit stop on the toothed eccenter area which is basedon the height adjustment so that the maximum vibration remains constant.The rotational angle of the air valve 16 when the static height isadjusted is in the range between 0° and 40°.

In order to obtain a constant distance between the catch lever 45 andthe eccenter 40 in non-operative condition at every static height therotational angle accordingly has to be in a range between 0° and 170°.Such necessary transmission is achieved by means of the two-stage gear50.

FIG. 9 shows a further embodiment of a vibration system of a motorvehicle seat of the invention.

The air valve 16 is connected via respective compressed air lines withthe pneumatic spring and with the on-board compressed air supply systemfor the vehicle.

As mentioned above, the air valve 16 is disposed so as to turn on thecross bearing point. In order to turn the air valve 16 a Bowden cable 30is provided which at one connecting point 53 of the Bowden cable 30engages firmly on the first tooth lever 51 and which is also connectedwith the tooth lever 51 via a tension spring 55 at a connecting point 54of the tension spring 55 in the first tooth lever disposed on thescissors-type rod. Said tooth lever 51 is firmly connected with the airvalve 16. The Bowden cable 30 can be tension and/or pressure loaded sothat by means of the Bowden cable 30 the precise turning position forthe air valve 16 can be adjusted and set. By means of the two-stage gear50 described under FIG. 8 the eccenter 40 is then automatically adjustedbased on the adjustment of the air valve 16.

REFERENCE LIST

10, 11 scissors-type rod

12, 13 fixed bearing

14, 15 horizontal shifting bearing

16 air valve

17 axis

18 control lever

19 driving pin

20 pivoting pin

21 external wall

22 permanent magnet

23, 24 stopping device

25, 26 valve seat

27, 28 closing spring

30 Bowden cable

40 eccenter

41 cross bearing point

42 toothed area of the eccenter

45 catch lever

46 toothed area of the catch lever

47 toothed ring disposed on the eccenter

50 two-stage gear

51 first tooth lever

52 second tooth lever

53 connecting point Bowden cable in the first tooth lever (51)

54 connecting point tension spring in the first tooth lever

55 tension spring

What is claimed is:
 1. A motor vehicle seat supported to vibrate by means of a mechanical vibration system and a pneumatic spring wherein static height is held constant automatically independently of the weight of the respective seat occupant wherein said mechanical vibration system actuates an aerating valve or a deaerating valve for lowering or raising said pneumatic spring independent of the vibration travel by means of a control system wherein the deaerating valve is opened by a vibration travel exceeding the static height, and the acrating valve is opened by a vibration travel falling below the static height, and that said valves are closed after reversal of the respective vibration travel and before the static height is reached, wherein the distance between vibration travel switching positions and the static height when the valves are closed is shorter than the distance between the vibration travel switching positions and the static height when the valves are opened to provide a trailing distance for holding the valves in the open position, wherein the valves each comprise a stopping device (23, 24) that lifts off of a valve seat (25, 26) for opening the valve against the force of a closing spring (27, 28), wherein the stopping device (23, 24) consists of a ferromagnetic material and is disposed in a plastic valve housing, and the control system for opening the valves consists of a control lever (18) or a control carriage with a permanent magnet (22) which approaches the stopping device of the aerating valve (24/26) or the stopping device of the deaerating valve (23/25) in a non-contacting manner dependent on the vibration travel in such a way that the respective stopping device (23, 24) in the valve open position is a non-contacting distance from the permanent magnet which is shorter than the total valve height because the valve in the open position is closer to the permanent magnet (22) due to the lift off motion of the stopping device from its valve seat.
 2. The motor vehicle seat according to claim 1, wherein the stopping device (24) of the aerating valve and the stopping device (23) of the deaerating valve are disposed in a common valve housing having lift off motions from their valve seats (26, 25) which are parallel and oriented in the same direction, the valve housing largely hermetically seals the stopping devices and the respective ranges of their lift off motions against external effects and the permanent magnet (22) is mounted on said control lever (18) which is disposed so as to pivot on an external wall surface of the valve housing dependent on the vibration travel, and causes the permanent magnet to approach the respective stopping devices on the external wall surface of the valve housing transversely to the lift off motions of the stopping devices, such that in the final stage of approach the pole surface of the permanent magnet (22) is plane-parallel opposite, and at a distance from a preferably plane bottom area of the respective stopping device (23, 24).
 3. The motor vehicle seat according to claim 2 with integrated height adjustment, wherein the valve housing is disposed so as to turn about an axis (17) at the crossing point of a scissors-type rod vibration system, and the precise turning position of the valve housing can be adjusted and set by means of a Bowden cable (30) mounted on the scissors-type rod and on the valve housing and loaded by tension and/or pressure.
 4. The motor vehicle seat with integrated height adjustment, according to any of the preceding claims, wherein the motor vehicle seat comprises said control system with which the maximum vibration of the motor vehicle seat is adjustable automatically and simultaneously with the static height adjustment.
 5. The motor vehicle seat according to claim 4, wherein the control system comprises at least an eccenter (40) and a catch lever (45), where the eccenter (40) and the catch lever (45) are movable relative to each other dependent on the motor vehicle seat vibration, up to a limit stop position, and interact with each static height adjustment, wherein a constant maximum vibration of the motor vehicle seat is adjustable automatically and simultaneously.
 6. The motor vehicle seat according to claim 5, characterized in that the eccenter (40) is adjustable relative to any static height adjustment by means of a two-stage gear (50). 